Gearing for locomotives.



LPF. eoousmzau. GEARIHG FOR LOCOMOTIVES.

APPLICATMYN FILED IAN-1B, I912.

Patented Jan. 16,1917.

5 mains-sun I.

i ai M5566" I V v Inventor A twp/ways L. F. Goousmn. sumac FOR LocouonvEs. I A sruc'mon into mg. as. 1912. "J

Patented 18.11.16, 1917.

5 SHEETHNEET z.

L. F. GOODSPEED. smmsron LOCOMOTIVES. APPLICATION FILED JAN- 18, I912.

' Patented Jan. 16, 1917..

5 SHEETS-SHEET 3.

L; F. GOQDSPEED. sEAmNp roR LOCOMOTIVES. APPLICATION FILED 1An.1s.1912. v

1,212,626. 2 g r Patented Ja1,1,16, 1917. w I I 5 SHEE TSSHEET 4.

Jaw/afar M Lela E'@ 5 L. F. GOODSPEED. 1 BEARING FOR LOCOMOTIVES. APPLICATION FILED IAN/l8. I312.

Patented Jan 16,1917.

. 5 SHEETS-SHEET s.

fnuenior Names-56.3.- 5

' UNITED STATES PATENT OFFICE.

LELAnD F. GOODSPEED, or MILWAUKEE, Wisconsin, ASSIGNOR 'ro MILWAUKEE LOGO- MOTIVE manurnc'runmo COMPANY, or MILWAUKEE, WISCONSIN, A CORPORA- 'IION OF WISCONSIN,

, motives which are propelled by internal I and the axles thereof are shown at 12, 12.

all the other parts of for hauling combustion engines and which are of the type commonly employed in lumber yards, brick yards, and similar industrial places,

urposes. p More specihcally, my present invention relates to gearing and control mechanism of IOGOIIXOtiVeS a d contains certain variations from the mechanism disclosed in my copending application Serial No. 671,852, filed of even date herewith.

The various features of my invention are embodied in the construction illustrated in the accompanying drawings, in which- Figure l is a side elevational view of a locomotive employing the present invention,

' parts being brokenaway and shown in sectionln order to reveal the interior construction; Fig. 2 is a plan view of the locomotive with the cabin and the superstructure re moved; Fig. 3 is an isolated plan view of the clutch and change gear mechanism Fig. 4k is a view similar to Fig. 3 except that it is shown in section taken on the horizontal axial plane; Fig. 5 is a developed view showing thecontrol for the clutch and change gears; and Fig. 6 is an isolated detail view showing control.

' The traction wheels are shown at 11, 11

Each of these axles carriesa pair of 1ournal boxes 13 upon which the frame 14. rests. The frame 14 is preferably in the form of a single piece casting and is fashioned to house'the traction wheels, to carry and house the structure, and to provide means for S11 porting the cabin for the accommodation 0 the operator.

, Specification of Letters Patent.

upon its longitudinal the operating mechanism for the G mma non LOCOMOTIVES.

rammed Jan. 16, 1917.

Application filed January 18, 1912. Serial No. 671,853.

The superstructure is in the form of a cab1n 15 and housings 16, 16, at the front andback. Toward the front, of the cabin,

beneath the forward housing 16, the frame 14: is provided with a subsidiary frame 17 upon which the crank case 18 of the internal combustion engine, which has been desig nated broadly by the reference character 19, rests. The crank shaft of this engine is illustrated at 20. The specific form of the engine forms no part of my present inven tion and I shall not, therefore, describe it in detail.

, The front end of the engine shaft 20 is provided with a fly wheel 48 which, as illustrated in Fig. 4, is .irovided upon its forward face with a slot 50 in which the ends of a yoke 51, carried by the main shaft of a transmission mechanism to be described presently, are disposed. The purpose of this arrangement will be described presently.

In front of the fly wheel 4-8 a heavy cradle 52 is mounted upon the frame 14 and it is this cradle that carries the clutch and change gear mechanism. This cradle 52 is provided axis with three journal boxes 53, 5% and 55, the box 54 being in the middle and the others being at the ends. The mainv shaft 56 of the transmission mechanism is mounted in these journal boxes and it is this shaft that carries the yoke 51. The shaft 56 is in alinement with the shaft 20 of the engine, and, the yoke 51 being secure upon the shaft 56, it is evident that the rotation. of the shaft 20 willbe transmitted to the shaft 56 by reason of the engagement of the sides of the slot in the fiy wheel with the ends of the yoke. The yoke ends may be provided withwearing parts for obvious reasons. l

Each of the bearings 53, is provided with a bushing 58, these bushings providing and 61, .threaded upon the shaft, and which is held rigidly with the shaft by means of any Y ment and .51, which has suitable key mechanism. The fiber element is confined in a spool 62 composed of two parts bolted together and it will be seen that the peripheral surface of the clutch member is a fiber one. The clutch members 59 converge toward each other and each of them is disposed within a correspondingly shaped shell 63 carried upon a yoke 64 extending from a sleeve 65 surrounding the shaft 56 and disposed'within the bushing 58. Each of said shells 63 is provided with a face plate 66, bolted thereto by means of bolts .67, 67, this face plate having a central opening large enough so that the shaft 56 can pass therethrough without contact. The rear-face plate 66 carries the beveled pinion 68 and the front face plate carries the pinion 69. Each of these pinions has a central opening of such size that the shaft 56 may pass therethrough without contact and has a concentric sleeve 70 extending forwardly therefrom, Each sleeve 70 is set in a bushing 71 mounted in the bearing 54. It will be seen that the two sleeves 70 are separate from each other, so far as rotation is concerned, and ball bearings 72, 72 are provided to prevent friction at the ends of said' sleeves.

It will now be understood that the shaft 56, carrying the two fiber clutch elements, is capable of longitudinal shifting. There are three effective positions: First, the normal position, that shown in Fig. 4, where neither of the fiber elements is in contact with the interior, surface of its respective shell, sec- 0nd, the position wherein the forward fiber element is in contact with its shell, so that the pinion 69 will rotate, and, third, that position in which the rear element is in contact with its shell so that the pinion" 68 will rotate. It will be seen that when one of said fiber element: is in contact with its shell, the other cannot be. It will be noted further that in whichever position the shaft 56 is brought, it will always be in operative relation with the engine shaft by reason of the fact that the slot and yoke arrangebeen described, admits of such longitudinal displacement without disturbing the angular relation.

The manner in which the shifting of the rotation from the pinion 68 to the pinion 69 and. vice versa is secured, will now be described. The shaft 56 extends forwardly a short distance beyond the journal box 55 and there it is provided with a reduced end upon which .a wearing collar 73 is clamped by means of nuts 74, 4. This collar is surrounded by another collar 75 and between, these two collars the .ball races 76, 76 are provided. The collar or ring 75 is provided with trunnions 77 77, and these trunnions are mounted in the operative sides of a yoke portion,78 ofalever 79 which is pivoted at 80 to an extension 81 from the frame piece 52. The lever 7 9 carries at its end a sleeve 82 which is internally screwthreaded for the reception of the screwthreaded end of the controlling rod 83 which, as shown in Fig. 1, extends from the lever 79 forwardly and upwardly to the operators position. The controlling rod 83 is mounted in a bearing 21 which is disposed set in bearings 25, 26 and extending up into the cabin, as illustrated in Fig. 1, where it is provided with a hand wheel 27. It will thus be seen that when this hand wheel, is turned in one direction or the other, the

shaft 83 will be turned correspondingly and I the lever 79 will be moved in a corresponding direction. This swinging of the lever 79 shifts the shaft 56 of the transmission in one direction or'the other and results in the throwing in of one of the clutches. When the hand wheel is turned in one direction the lever 79 is drawn rearwardly to throw in the forward clutch and when it is turned in the other direction it is swung forward-1y to throw in the rearward clutch. It will be remembered that only one or the other of the two pinions 68, 69 can be in operative connection with the shaft 56 at one time. These pinions are both constantly in mesh with a beveled gear 87 which is mounted upon a shaft 88 extending at right angles to theshaft 56 and in the same plane therewith. This shaft 88 which in turn are surrounded by'a sleeve 90. This sleeve 90 carries a collar 91 which bears, through the mediumv of ball hearings, in a bearing 92 on the frame 52. The shaft 88 extends beyond the sleeve 90 as clearly shown in Fig. 5, and is journaled in a bearing 93 in the frame 52, which forms part of a transmission box containing the change gears to be described presently. This box is indicated by the reference character 94 and is provided with an opening in the top which is closed by a cover 95 as illustrated in Fig. 2.

Referring again .to Fig. 3 and to Fig. 4, it will be seen that the sleeve 96 rigidly secured thereto. Mounted in bearings 97 98 in the walls of the box 94 is a shaft 99, set parallel to the shaft 88. This shaft is surrounded by a bushing 100 which carries a sleeve 101 having the gear 102 meshing with, the gear 96. The shaft 90 has the gear I '88 has' a gear 103 keyed thereto and this gear meshes with a gear 104 mounted to revolve upon the shaft-99 which is stationary. The sleeve 90 is provided with a clutch collar 105 which rotates therewith but which may be moved longitudinally thereon, and

movable longitudinally thereon.

the sleeve 101 is provided with a. clutch 001- lar'106 which rotates therewith but which is the gears 103 and .104 is provided with clutch teeth 107 and each of the'clutch collars 105,

106 is provided with clutch teeth 108 which are ada ted to cotiperate with the teeth 107. The ox 94 .;is provided with a vertical shaft 109 set midway between the shafts 88 and 99. This shaft carries a'double-armed lever 110 and each arm of this lever is provided at its end with a loop 111 into which a pin 112 extending from a collar 113 is set upon the clutch collar 105 or 106 as the case may be, as clearly illustrated in Fig. 5. Outside the box the-shaft 109 is provided with an arm 114 and it will now appear that when the arm is thrown in one direction the gear 104 and clutch collarj106will bein operative relation and when the arm is thrown in the other direction the gear 103 and collar 105 will be in operative relation. The arrangements are alternative and only one can be in use at a time. It will thus be seen that the drive fromthe shaft 56 may be either through the shaft 88, gear 103, clutch axle 105, and sleeve 90, which is the high speed arrangement, or it may be through the shaft 88, gean 103, sleeve 101, gear 102, gear 96, and collar 90,

which is the low speed arrangement, the gear ratios being proper for this purpose. The

9 arm 114 is connected, by means of a rod 115,

with a crank 30 on a vertical shaft 31 set in the bearings 25 and 26 close to and parallel with the shaft 23. The top of the shaft 31v is provided with a handle32 and it will appear, as indicated in dotted lines in Fig. 2, that the handle 32 may be swung to the r1ght or left in order to secure the shifting of the gears in the manner just described.

The sleeve 90 carries the driving sprocket 118 which, bymeans of a chain 119, is connected with a sprocket on the front axle.

This axle. carries another sprocket wheel 121 which, by means of a. chain 122, is connected'with a'sprocket '123 onthe rear axle. Associated with each of the traction wheels 11 is, a brake shoe 124 which'is loosely hung from the framework by means of a hanger These brake shoes are connected toether and are operated in any suitable manpurposes ner. It will be seen in Fig. 1 that I provide a crank shaft 33 with a crank 34. Thiscrank shaft carries a sprocket wheel 35 which, by m ans of the sprocket chain 36,-is connected with a sprocket 37 on the shaft 56, as indicated in Fig. 4. This sprocket is carried by a collar which slides on the shaft and the entire arrangement is for starting for the engine.

In Figs. 5 and 6 I show an arrangement 9 whereby three speeds may be secured by gear shifting. The clutch arrangement Each of gages gear 104, clutch collar 106,.

j 161, and sleeve 23 through gear 162 which is movable longitudinally thereon but which always rotates therewith. The shaft 88 has rigidly secured thereon a gear 163 which meshes with a gear 164 on a countershaft 165. The gear 164 is keyed upon the countershaft, as 1s also a ear 166 which meshes with a gear 161. oosely mounted upon the shaft 165 is a gear 167 which meshes with a gear 162. v The gear 167 Y has clutch teeth 168 which coiiperate with clutch teeth 169 on the gear 164, and the gear 162 has clutch teeth 17 0 which cotiperate with the clutch teeth "171 on the gear 163. It will now appear that although the gears 167 and 162 are always in mesh, they are independently movable longitudinally upon their axes. A bell crank lever 172 is pivoted at .173 and carries a fork 174 which enthegear 167to shift it. A bell crank lever 175 1s pivoted at 17 6 and carries a fork 17 7 which engages the gear 162 to shift it. A bell crank lever 17 8 is pivoted at 17 9 and carries a fork 180 which engages the gear 161 to shift it. The gear 161 is provided with clutch teeth 181 which coiiperate with the clutch member 160, thus completing'three distinct clutches. It will now appear since the shaft 88 is the power shaft, that if high speed is desired the gear 162 is thrown into clutch relation with the gear 163 and the drive will be immediately transmitted'to the sleeve 90, the other clutches, of course, mediate speed is desired, the gear 167 is thrown into clutch relation with the gear 164, the other clutches remaining open, and it will be seen that the power, coming in through the shaft 88, is transmitted through the gear 163, gear 164, gear 167', gear 162, and sleeve 90. gear 164 is comparatively large while the gear 163 is comparatively small. The gears 167 and 162 are of the same size. When low speed is desired, the gear 161 is thrown into clutch relation with the clutch member 160, the other clutches remaining open, and the power is gear 163, gear 164, shaft 165, gear166, gear 90. It will be noted that t e gear 166 is comparatively small while e gear 161 is comparatively large. p I r The means for operating these change gears is as follows: Surrounding the shaft which the clutchmechanism is operated, is a sleeve 182 which sleeve carries a plurality of disks 183, 184 and 185. These remaining open. If the inter-' It will be noted that the a I r'angement is can be thrown disks are provided with cam grooves 183', 184' and 185'. Each of these cam grooves receives a stud 186carried by a plate 187 connected by means of a rod 188 with the correspondingbell crank lever 172, 175 or 178, as the case may be. The top of the sleeve 182 is rovided with a hand {wheel 189 and it w" appear from Fig. 6 that by turning this hand wheelany desired clutch. arrangement may be secured. The arpositive and only one clutch in at a time, the others being positively thrown out,

I claim as new and desire to secure by Letters Patent: 7

1. In a locomotive, a power shaft, a sleeve on said power shaft, a gear loose on said sleeve, a gear keyed on sa1d sleeve, a gear on said shaft, a counter shaft, a gear tight on said counter shaft meshing with the gear on said power shaft, a gear tight on said counter shaft meshing with the gear loose on said sleeve, a gear loose on said counter-shaft and meshing with the gear keyed on said sleeve, clutch means between the gear loose on and one of the gears tight on said counter-shaft, clutch means between the gear keyed on said sleeve and the gear on the power shaft, and clutch means between the gear loose on'said sleeve and said sleeve, and means foroperating said clutches.

. 2; In a locomotive, a power shaft, a sleeve on said power shaft, a car loose on said sleeve, a gear keyed on sa1d sleeve, a gear on said shaft, a counter-shaft, a car tight on said counter-shaft meshing wit the gear on said power shaft, a gear tight on said counter-shaft meshing with the gear loose on said sleeve, a gear loose on said countershaft and meshing with the gear keyed on said sleeve, clutch means between the gear loose on and one of the gears tight on said counter-shaft, clutch means between the gear keyed on said sleeve and the gear on the power shaft, and clutch means between the gear loose on said sleeve and said sleeve, and means for operating said clutches to throw in any one and to simultaneously throw the other two out.

-3. In a locomotive, a power shaft, a sleeve on said power shaft, a gear loose on said sleeve, a gear keyed on said sleeve, a gear on said shaft, a counter-shaft, a gear tight on said counter-shaft meshing with the gear on said power shaft, a gear tight on said counter-shaft meshingwith the gear loose on said sleeve, a gear loose on said counter-' shaft and meshing with the gear keyed on said sleeve, clutch means between the gear loose on and one of the gears'tight on said counter-shaft, clutch means between the gear keyed on said sleeve and the gear on the power shaft, and clutch means between the gear loose on said sleeve and said sleeve,

' counter-shaft, clutch gear keyed on said sleeve said sleeve, clutch means between the gear loose on and one of the gears tight on said means between the and the gear on the power shaft,'and clutch means between the gear loose on said sleeve and said sleeve, an operating shaft, a plurality of cam plates carried thereby, said plates having cam grooves therein and a follower for said 1grooves connected with said clutch. memers.

.5. In a locomotive, a power shaft, a sleeve on said power shaft, a car loose on said sleeve, a car keyed on said sleeve, a gear on said'sha, a counter-shaft, a ear tight on said counter-shaft meshing wit the gear on said power shaft, a gear tight on said counter-shaft meshing with the gear loose on said sleeve, a gear loose on said countershaft and meshing with the gear keyed on said sleeve, clutch means between the gear loose on and one of the gears tight on said counter-shaft, clutch means between the gear keyed on said sleeve and the gear on the power shaft, and clutch means between the gear loose on said sleeve and said sleeve, an operating shaft, a-plurality of cam plates carried thereby, said cam plates having cam grooves therein, 'a follower for one groove connected with the gear loose on said counter-shaft, a follower for another groove connected with the gear keyed on said sleeve, and a follower for the other groove connected with the gear loose on said sleeve.

6. In a locomotive, a power shaft, a sleeve on said ,power shaft, a gear tight on said a power shaft, a sleeve counter-shaft meshing with the gear loose on said sleeve, a gear loose on said countershaft and meshing with the gear keyed on said sleeve," clutch means between the gear loose on'and one of the gears tight on said counter-shaft, clutch means between the gear keyed on said sleeve and the gear on the power shaft, and clutch means between the gear loose on said sleeve and said sleeve, a tubular operating shaft, a plurality of cam plates carried thereby, said cam plates having cam grooves therein, a follower for each of said grooves connected with said clutch means, a shaft rotatable in said tubular shaft, an engine, a clutch and gear mechanism between said engine and said power shaft, and means whereby the rotation of said shaft in said tubular shaft operates said last-named clutch.

In witness whereof, I hereunto subscribe my name this 11th day of January, A. 1).,

Correction In Letters Patent No. 1,21 2,626

It is hereby certified that in Letters Patent No. 1,212,626, granted January 16, 1917, upon the application of Leland F. Goodspeed, of Milwaukee, Wisconsin, for an improvement in Gearing for Locomotives, an error appears in the printed specification requiring correction as follows: Page 2, line 62, for the word operative reed opposite; and that the said Lettem Patent should be read with this correction therein that the same may conform to the record of the case in the Patent 015%.

Signed and sealed this 6th day of February, A. D., 1917.

R. F. WHITEHEAD, Acting Oommiuiomr of Palenh.

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